System and method for rapid battery exchange in electric vehicles

ABSTRACT

A system and method for the rapid exchange of batteries in an electric vehicle. The electric vehicle contains a removable battery housed in the vehicle&#39;s undercarriage. The electric vehicle moves through the exchange system either by propelling itself or by being propelled by the system. As the vehicle is propelled forward, the removable battery within the vehicle is unlocked from the vehicle and replaced with a charged battery. The charged battery forces the removable battery out of the rear of the vehicle as the vehicle moves forward through the exchange. The vehicle remains powered throughout the exchange process. Once the charged battery is aligned in position under the vehicle and connected to the vehicle through corresponding contacts, the charged battery is located into place in the vehicle&#39;s undercarriage and the vehicle is ready for additional driving.

FIELD OF THE INVENTION

The present invention relates generally to a system and method for theexchange of batteries in electric vehicles such as automobiles.

BACKGROUND OF THE INVENTION

Electric vehicles (including cars, trucks, sports utility vehicles, andother automobiles) have experienced an increased demand in recent years.This increase is due in part to the ever rising price of gasoline aswell as the negative impact gasoline-based vehicles have on theenvironment. However, there are several current drawbacks to electricvehicles that make them less desirable to certain individuals relativeto their gasoline-based counterparts. These drawbacks largely stem fromlimitations on electric vehicle batteries, including limited-mileagerange and battery recharge requirements. Electric vehicles suffer from arelatively short mileage range due to, for example, restrictions withbattery size and weight. Electric vehicles further suffer from therequirement of battery recharging, which interrupts travel during therecharge. During a standard battery recharge (which can take anywherefrom an hour to several hours), the electric vehicle cannot be used.

Because of the long charge time for a standard battery recharge, directcurrent (DC) fast or rapid battery charging systems have been developed.While faster than standard charging, rapid charging still takes onaverage ten to thirty minutes or more for a complete charge. Further, itis well understood that rapidly charging a battery can significantlyshorten the battery life. Since batteries are very costly, rapidcharging is not suitable for everyday use.

Shared or public battery charging stations also exist (typically inurban areas) where an electric vehicle can be charged when not in use.These shared stations can utilize standard or rapid charge mechanisms.However, these shared stations suffer from the same drawbacks as withthe battery charging described above. There are also concerns on theimpact to the electric grid in urban areas, particularly when multiplevehicles are charging simultaneously.

As a result of the foregoing limitations on electric vehicles andcorresponding electric vehicle battery recharging, several batteryexchange systems have been developed. These known systems typicallyoperate using a specially-designed service station that exchanges adepleted battery for a charged one. However, as described in more detailbelow, each of these systems suffer from several deficiencies. Forexample, the known systems require a complex, expensive service stationthat utilizes an external power source and/or external motive power topower and complete the battery exchange; the vehicle to be completelystopped and/or shut off during the battery exchange; long exchangetimes; and/or the depleted battery to be completely removed prior toinstalling a charged replacement battery; among other deficiencies.

One such system known in the art discloses dedicated battery-switchingstations that power the exchange of a depleted battery with a freshlycharged battery. The system requires vehicles with batteries locatedunderneath the vehicle. The vehicle drives up a ramp and is aligned witha battery shuttle mechanism within a switching area of the station. Oncethe vehicle is stopped and turned off in the switching area, a batteryshuttle engages from underneath the vehicle and rises up toward thebottom of the vehicle. The shuttle makes contact with the depletedbattery in the vehicle. Once it makes contact, the shuttle releases thebattery, removes it and moves it away from the vehicle. After thedepleted battery is completed removed and away from the vehicle, thesystem installs a new charged battery into the vehicle. The depletedbattery is then recharged for further use.

Another system known in the art discloses a battery transfer andcharging system for electric vehicles with a displacement station thatremoves used batteries by forcing charged batteries into position withinthe vehicle so as to laterally displace the used batteries. The electricvehicle drives into the displacement station and stops at a specifiedlocation for the battery removal and installation in either a horizontalor vertical manner. While the vehicle is stopped and in the displacementstation, the displacement station powers the removal of the used batteryand replacement with a charged battery utilizing a hydraulic ram toforcefully displace the used battery.

Still another system known in the art discloses a service center wherebyan electric vehicle is driven into the service center that powers abattery exchange. Once the vehicle is stopped in the service center andshut off, the system unlocks the depleted battery from the vehicle andremoves it vertically downward from the vehicle utilizing lifting meanslocated in a pit of the service center beneath the vehicle. After thedepleted battery is completely removed from the vehicle, similar toother known systems, the system installs a charged battery into thevehicle utilizing lifting means that lift the battery into place. Thebattery is then locked into position and the vehicle is ready forfurther driving.

In view of the foregoing and the limitations on known electric vehiclebattery exchange systems, there is a need for an improved batteryexchange system for the exchange of batteries in electric vehicleswhereby an electric vehicle is moved through the exchange system torapidly replace a depleted battery located in a battery bay in thevehicle's undercarriage with a charged replacement battery. During theexchange, the vehicle slowly moves forward through the exchange system.The vehicle may propel itself or may be propelled by the system. Thedepleted battery need not be completely removed prior to installation ofthe charged replacement battery. Further, the vehicle may remain poweredduring part or all of the exchange process as the charged replacementbattery replaces the depleted battery in contact with the vehicle.

SUMMARY OF THE INVENTION

The present invention is a system and method for the efficient exchangeof batteries in electric vehicles. A battery is located in place in ahousing (such as a battery bay) in the undercarriage of the vehicle. Thehousing is positioned such that it does not interfere with the vehicle'sdrive train. The housing may be built into a new vehicle or retrofittedonto an existing vehicle on the underside of the existing vehicle. Thebattery is typically a standardized unit suitable for use in multipletypes of vehicles. However, depending on the specific vehiclerequirements and designs, multiple sizes and types of batteries (e.g.,lithium-ion, lead-acid, nickel metal hydride, absorbed glass mat, gelcell, etc.) and multiple configurations of those batteries are possible.

During the battery exchange, a depleted battery located in theundercarriage of the electric vehicle is exchanged with a chargedbattery. The exchange system itself may be located at a variety oflocations, including a service station or home. In one embodiment, duein part to the simplicity of the exchange system, it may also beportable, which would advantageously allow a service vehicle (e.g., towtruck) to exchange a depleted battery of a vehicle that was unable tomake it to an exchange service station, home, or other location of anexchange system (e.g., akin to a gasoline-powered vehicle running out ofgas before making it to a gas service station).

As the vehicle propels itself forward through the exchange system, thedepleted battery is unlocked from the vehicle and a charged batteryslides into the vehicle's housing. The system may also propel thevehicle through the exchange utilizing tracks or other alignmentmechanisms that may engage the vehicle's wheels and move the vehiclealong a conveyor belt or the like on the tracks. The charged batteryforces or pushes out the depleted battery from the rear of the car intoa battery repository. The batteries include contacts (such as contactrails) located on one or more of its sides (e.g., top, sides, bottom,rear, front). The vehicle includes contacts (which may be, e.g., locatedwithin the housing or be part of the housing) that enable the vehicle toreceive the new charge of current from the charged battery as soon asthe charged battery slides into the vehicle's housing and makes physicalconnection with contacts of the vehicle thereby enabling the vehicle tobe constantly powered during the exchange. The vehicle may be poweredfor part or all of the exchange by the depleted battery and/or thereplacement battery as long as the vehicle has not been disabled (e.g.,turned off). In the event that the vehicle has been disabled, it ispossible that the vehicle may temporarily not be powered, that power maybe provided through an external source, or that the exchange system maypower the vehicle through the exchange. The vehicle may also include oneor more capacitors or the like that provide temporary power to thevehicle during a brief period of the exchange, e.g., until one or morecontacts of the charged battery make physical connection with one ormore contacts of the vehicle such that the charged battery is able toprovide power to the vehicle. In such an instance, the vehicle continuesto be powered throughout the exchange and is able to propel itself aslong as it has not been disabled.

After the depleted battery has been removed, it is tested and/orrecharged within a recharging system independent of the vehicle. Therecharging system may be portable such that it can be located at theexchange or at some other remote location such as a home. The rechargingsystem may be automatic or manual and may simultaneously charge multiplebatteries. Once tested and/or recharged, the removed battery is returnedto the exchange system for future use. The return to the exchange systemmay be automatic or manual. The battery exchange itself may be completedin substantially less time than it takes to fully recharge a battery.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other objects and advantages of the present invention will beapparent to those of ordinary skill in the art in view of the followingdetailed description in which:

FIG. 1 depicts an overview of an electric vehicle with exchangeablebattery of an illustrative embodiment of the invention;

FIG. 2A depicts a battery within a housing of an undercarriage of anelectric vehicle in a locked position of an illustrative embodiment ofthe invention;

FIG. 2B depicts a battery within a housing of an undercarriage of anelectric vehicle in an unlocked position of an illustrative embodimentof the invention;

FIG. 3A depicts a detailed view of the battery's contacts of anillustrative embodiment of the invention;

FIG. 3B depicts an overhead view of the battery connected to the vehicleof an illustrative embodiment of the invention;

FIG. 4 depicts an overview of the battery exchange system of anillustrative embodiment of the invention;

FIGS. 5A-C depict an overview of the rapid battery exchange process ofan illustrative embodiment of the invention; and

FIG. 6 depicts a guidance post entry channel of an exchange and/oralignment plate of an illustrative embodiment of the invention.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 depicts an overview of an electric vehicle 100 with exchangeablebattery 104 of an illustrative embodiment of the invention. Exchangeablebattery 104 may be a depleted battery, which is generally a battery thathas less than a full or complete charge. Vehicle 100 includes a housing102 (such as a battery bay) located in the undercarriage of vehicle 100.Housing 102 fits battery 104 and connects within vehicle 100. Housing104 is positioned within vehicle 100 so as not to interfere with thedrive train of vehicle 100. Housing 104 may be built into a new vehicle100 or retrofitted onto an existing vehicle on the underside of theexisting vehicle.

As shown in FIG. 1, battery 104 is locked into place utilizing latches106 a-d. Although shown as latches 106 a-d, a variety of latching orlocking mechanisms are possible that latch or lock battery 104 withinhousing 102, such as compression, draw, barrel, square, hasps, gate,spring, toggle, swell, scissor jack, bolts, locks, hydraulic lift withinthe vehicle that raises and/or lowers the housing, etc. The latching orlocking mechanism may be one continuous structure or separate structureswithin or connected to housing 102. The latching or locking mechanismmay be mechanical or electrical (e.g., automated via onboard sensors,software, digital circuitry or the like).

An alignment post 108 may further be utilized to align vehicle 100 withthe battery exchange and/or alignment plate (shown in FIG. 4) as vehicle100 approaches the exchange. A protective cover 110 may also be providedto protect battery 104 from nature (e.g., rain, rocks, debris, etc.)when it is locked in housing 102. Protective cover 110 may be slid orswung open, dropped or extended down, retracted or otherwise moved asbattery 104 is in unlocked position such that protective cover 110 doesnot interfere with the exchange of battery 104 with a chargedreplacement battery. Protective cover 110 may be opened mechanically(e.g., via a mechanical trigger) or electrically (e.g., via onboardsensors, software, digital circuitry or the like). Protective cover 110may be separate from and connected to housing 102 or it may be part ofor integrated within housing 102.

Although vehicle 100 is depicted as a car, one of ordinary skill in theart will appreciate that multiple different types of vehicles can beutilized in accordance with the present invention, such as trucks, sportutility vehicles or other automobiles capable of housing a battery bayin the vehicle's undercarriage. Similarly, although only one battery isshown in vehicle 100 of FIG. 1, one of skill in the art will appreciatethat multiple batteries may be used in differing configurations. Forexample, depending on the configuration and battery requirements of thevehicle, two or more batteries may be placed side-by-side orfront-to-back. Additionally, the present invention allows for batteriesof varying size and type (e.g., lithium-ion, lead-acid, nickel metalhydride, absorbed glass mat, gel cell, etc.) to be utilized depending onthe vehicular requirements. The exchange system described below isdesigned to account for such variation.

FIG. 2A depicts battery 104 within housing 102 of the undercarriage ofelectric vehicle 100 in a locked position of an illustrative embodimentof the invention. Battery 104 may be locked in place using latches 106a-d or other locking mechanisms as described above with respect toFIG. 1. Battery 104 includes top contact rails 200 a-b and/or sidecontact rails 202 a-b (side contact rail 202 a is shown in FIG. 3A). Inone embodiment, top contact rail 200 a is positive and top contact rail200 b is negative. Top contact rails 200 a-b are connected tocorresponding contacts 204 a-d of housing 102. For example, contacts 204a-b may be aligned along top contact rail 200 a and contacts 204 c-d maybe aligned along top contact rail 200 b. Contact rails 200 a-b mayremain in physical connection with corresponding contacts 204 a-d ofvehicle 100 during the battery exchange. A variety of configurations anddesigns of contact rails are possible. Contact rails 200 a-b and 202 a-bmay be strips, channels, grooves or the like on the top/sides of battery104 that receive and/or securely fit contacts 204 a-d within or on topof the respective contact rails. Front or rear contact rails may also beused. The contact rails may extend along all or only part of the topand/or side of the battery. As described below, each of contacts 204 a-dincludes or is connected to a rod, pole, arm, cable or the like thatslides along respective contact rails 200 a-b during the batteryexchange. The rod, pole, arm, cable or other structure may be rigid orflexible. In this manner, contacts 204 a-d remain in contact withrespective contact rails 200 a-b as battery 104 is removed from housing102 out the rear of vehicle 100 during at least an initial part of theexchange.

FIG. 2B depicts battery 104 within housing 102 of the undercarriage ofelectric vehicle 100 in an unlocked position of an illustrativeembodiment of the invention. Battery 104 may be unlocked in a variety ofmanners, including using mechanical or electrical latches or locks, orvarious sensor identification systems that trigger an unlockingmechanism in or connected to housing 102 as vehicle 100 reaches acertain position within the exchange system (e.g., digital circuitry,radio frequency identification (RFID), optical identification, radar,infrared, etc.). When in unlocked position as shown in FIG. 2B, battery104 has been slid or swung out, or dropped down from the undercarriageof vehicle 100 such that it is in physical contact with the exchangeand/or alignment plate (described below in FIGS. 4, 5A-C) and canreadily be removed and replaced by a charged battery. In the event thatprotective cover 110 has also been dropped down, battery 104 may notphysically touch the exchange and/or alignment plate, but insteadbattery 104 rests on protective cover 110, which in turn physicallytouches the exchange and/or alignment plate. Battery 104 may continue topower vehicle 100 as contacts 204 a-d extend down during the unlockingprocess of housing 102 thereby enabling contacts 204 a-d to remainconnected to contact rails 200 a-b during at least an initial part ofthe exchange.

FIG. 3A depicts an alternative view of top contact rails 200 a-b andside contact rail 202 a of battery 104. Contact rail 202 b is not shown,but is located on the opposite side of contact rail 202 a. Battery 104provides charge to vehicle 100 through contacts 204 a-d of vehicle 100.Battery 104 may also provide charge to vehicle 100 through correspondingvehicle contacts connecting to side contacts 202 a-b. One of skill inthe art will appreciate that multiple contact configurations arepossible within the scope of the present invention. For example, bothtop and side contacts may be used, only top contacts, or only sidecontacts. In one embodiment, there is one contact rail for each pole(negative and positive) on either the sides or the top of battery 104.When the side contacts are used, there may be two contact rails onsingle side or one contact rail on each side. Corresponding contacts 204a-d of vehicle 100 are also included. One of skill in the art will alsoappreciate that differing numbers of vehicle contacts may also be used.An onboard sensor may be included that detects when a battery (such asbattery 104) is connected to vehicle 100. A charged replacement battery(discussed below) contains similar or the same contacts to thoseillustrated in FIG. 3A.

FIG. 3B depicts an overhead view of contact rails 200 a-b of battery 104connected to contacts 204 a-d of vehicle 100. Contacts 204 a-d may beentirely within housing 102, partially within housing 102 or part ofhousing 102. Contacts 204 a-d include or are connected to a rod, pole,arm, cable or the like such that they can slide along contact rails 200a-b during the battery exchange. The rods, poles, arms, cables or thelike can be thought of as an extension to the contacts such that powerfrom battery 104 can be provided through the rods, etc. and intonecessary parts of vehicle 100. Contact 204 a-b are shown along positivecontact rail 200 a and contacts 204 c-d are shown along negative contactrail 200 b. Contacts 204 a and 204 c are parallel to each other closerto the rear of vehicle 100. Contacts 204 b and 204 d are parallel toeach other closer to the front of vehicle 100.

FIG. 4 depicts an overview of battery exchange system 400 of anillustrative embodiment of the invention. Exchange system 400 includesan exchange and/or alignment plate 402 which aligns vehicle 100 as itapproaches the exchange (shown in FIG. 6). Exchange system 400 andexchange and/or alignment plate 402 may be designed to account forvarying sizes and battery configurations. Although shown as a singlestructure, exchange and/or alignment plate 402 may be more than onestructure. Exchange system 400 further includes a battery repository 404(such as a battery pit or depository) which houses the depleted batteryas it is being removed from vehicle 100. Battery repository 404 may alsobe part of exchange and/or alignment plate 402. Exchange system 400 mayalso include tracks or the like that accept vehicle 100 as it moves intoexchange system 400. The tracks may also align vehicle 100 with exchangeand/or alignment plate 402. The tracks may also include a conveyor beltor other mechanism that propels vehicle 100 through the exchange. Thetracks may be designed to allow for multiple sizes and types ofvehicles, e.g., multiple tracks of varying width, tracks thatexpand/contract to align with the wheels of vehicle 100, etc. Vehicle100 may approach the tracks and once aligned within the tracks, a wheellock or engagement ensures that vehicle 100 remains aligned through theexchange. Vehicle 100 may be placed in neutral gear or alternativelyshut off once it is on or engaged with the tracks. Also shown in FIG. 4is a charged replacement battery 406 that is fixed into place by batterymount 408 (such as a backstop or other barrier). Mount 408 serves tokeep charged replacement battery 406 in place as vehicle 100 ispropelled or moves through exchange system 400. For example, mount 408may be a plate, barrier, wall, sheet, blockade or the like that isconnected to exchange and/or alignment plate 402. Mount 408 may bepermanently fixed to or removable from exchange and/or alignment plate402. In one embodiment, mount 408 is perpendicular to exchange and/oralignment plate 402. In this manner, charged replacement battery 406pushes or forces depleted battery 104 out of the rear of the exchangeand into battery repository 404. Mount 408 may move laterally alongexchange and/or alignment plate 402 such that charged replacementbattery 406 aligns with approaching vehicle 100. Mount 408 may drop downinto exchange and/or alignment plate 402 once vehicle 100 reaches acertain point (e.g., once charged replacement battery 406 is alignedwithin housing 102). There may be a mechanical or electrical triggerthat causes mount 408 to drop down. Mount 408 may also be designed suchthat it is lower than the body of vehicle 100 such that it does notinterfere as vehicle 100 moves forward on the exchange.

Alignment post 108 of vehicle 100 may further aid in alignment asvehicle 100 approaches. Charged replacement battery 406 is compatiblewith vehicle 100 and fits within housing 102. Charged replacementbattery 406 is typically of the same type and specifications as battery104, although it does not need to be the exact same type so long as itis compatible with vehicle 100.

FIGS. 5A-C depict an overview of the rapid battery exchange process ofan illustrative embodiment of the invention. At 500 of FIG. 5A, vehicle100 is driven into battery exchange system 400, typically at a slowcrawl (e.g., a few miles an hour). As discussed above, vehicle 100 maypropel itself through the exchange, or the system itself may propelvehicle 100 through the exchange. If the exchange is moving vehicle 100forward, vehicle 100 may be in neutral or turned off. If the systemincludes tracks, vehicle 100 may be aligned with the tracks. At 502,vehicle 100 reaches the exchange and/or alignment plate 402 and latches106 a-d (or other latching or locking mechanism) are unlocked. Asdescribed above, the latching or locking mechanism can be mechanical,electrical, or a combination of the two. As latches 106 a-d areunlocked, depleted battery 104 (which remains in contact with contacts204 a-d of vehicle 100 through contact rails 200 a-b and/or 202 a-b)swings, slides, or drops down from housing 102 and onto exchange and/oralignment plate 402. The contacts of vehicle 100 (such as contacts 204a-d) likewise extend such that they remain physically connected tocontact rails 200 a-b and/or 202 a-b of battery 104 during the initialportion of the exchange. Contacts 204 a-d include or are connected torods or the like that swing down or extend so that they stay connectedwith battery 104 as housing 102 containing battery 104 is unlocked andrests on top of exchange and/or alignment plate 402. During theunlocking stage, protective cover 110 may also be slid or swung out,dropped or extended down, retracted or otherwise moved such that it doesnot impede with the battery exchange.

The unlocking of housing 102 containing battery 104 may occur as vehicle100 drives over an unlatching or unlocking post that when in contactwith one or more of latches 106 a-d serves to unlatch housing 102 fromwithin electric vehicle 100. The unlatch post may serve as a key tounlock housing 102 containing depleted battery 104. To avoid anyaccidental unlocking during normal driving (e.g., over a bump orpothole), the unlatch post may be fitted to receive the latches (e.g.,it may contain specially fitted grooves or the like that map to latches106 a-d or other latching or locking structure). The unlocking ofbattery 104 may also occur electronically using onboard digitalcircuitry of vehicle 100 or other sensor systems that sense when battery104 is within exchange and/or alignment plate 402. For example, exchangesystem 400 may incorporate various sensors (e.g., radar, RFID, infrared,optical such as barcodes, and the like). In one embodiment, an RFIDtransponder senses when vehicle 100 containing an RFID tag is withinproximity of exchange system 400. Each of the unlocking mechanisms maybe used alone or in conjunction with each other. For example, RFID maybe used in conjunction with an unlatch post. In this manner, battery 104is only unlocked if the RFID of vehicle 100 is sensed by exchange system400 and vehicle 100 propels over the unlatch post.

At 504 of FIG. 5B, as vehicle 100 continues to progress forward withinexchange system 400, depleted battery 104 on exchange and/or alignmentplate 402 comes into contact with charged replacement battery 406.Contacts 204 a-d remain connected to contact rails 200 a-b of depletedbattery 104 and depleted battery 104 continues to provide power tovehicle 100. Vehicle 100 may be continually powered during the exchangeas long as it has not been disabled (e.g., turned off). In the eventthat the vehicle has been disabled, it is possible that power may beprovided through an external source and/or that the exchange systempowers the vehicle through the exchange.

In one embodiment, each of the batteries has side contacts such thatwhen the side contacts of the respective batteries physically contacteach other in parallel, charged replacement battery 406 can providecharge to vehicle 100 through depleted battery 104, which in turn isconnected to contacts 204 a-d of vehicle 100 through top contact rails200 a-b. In another embodiment with top contact rails 200 a-b, chargedreplacement battery 406 begins to provide charge to vehicle 100 as soonas the contact rails of charged replacement battery 406 make physicalconnection with one or more of corresponding contacts 204 a-d of vehicle100. In this manner, the vehicle is always powered during the exchangeprocess as long as it has not been disabled.

There may also be a temporary window during which vehicle 100 is notpowered by the batteries but instead is powered by one or morecapacitors or the like of vehicle 100 that provide temporary power untilvehicle 100 senses charged replacement battery 406 and can provide powerto vehicle 100. Once charged replacement battery 406 has been sensed,the capacitor ceases to provide charge. The capacitor may then berecharged during normal vehicle operation for future use. In oneembodiment, vehicle 100 may include a small secondary battery thatprovides temporary power during a portion of the exchange. The secondarybattery may then be recharged within vehicle 100 during normal operationsuch that it can be used during future exchanges. Vehicle 100 may alsoincorporate onboard sensors in the form of digital circuitry or similarthat sense when contacts of charged replacement battery 406 areconnected to corresponding contacts of vehicle 100. Vehicle 100 may alsoinclude onboard sensors that can determine whether charged replacementbattery 406 includes side and/or top contacts, and adjust accordingly.

At 506, as depleted battery 104 on top of exchange and/or alignmentplate 402 is being forced or pushed out the rear of vehicle 100 bycharged replacement battery 406 on or next to mount 408 that keepscharged replacement battery 406 in place (e.g., prevents it fromshifting, sliding and/or moving, etc. along the exchange), the contactrails of charged replacement battery 406 (such as contact rails 200 a-band/or 202 a-b) come into physical connection with front contacts ofvehicle 100 (such as contacts 204 b and 204 d, which include or areconnected to rods, poles, arms, cables, or the like that enable thecontacts to slide along the respective contact rails). Rear contacts 204a and 204 c remain connected to contact rails 200 a-b of depletedbattery 104. At this point, vehicle 100 may be powered by one or more ofdepleted battery 104, charged replacement battery 406 or the capacitorsor secondary batteries described above. For example, vehicle 100 maytemporarily be powered by one or more capacitors or the like as vehicle100 shifts from depleted battery 104 to charged replacement battery 406during the exchange.

At 508 of FIG. 5C, vehicle 100 has progressed forward by furtherpropelling itself or by the exchange moving it forward such that chargedreplacement battery 406 is aligned underneath housing 102 and depletedbattery 104 has been forced or pushed further toward the rear of vehicle100 and exchange and/or alignment plate 402. Depleted battery 104 dropsinto battery repository 404. At 510, housing 102 is shown as beinglocked into place. In one embodiment, a latching or locking post (notshown; which may be the same as the unlocking or unlatching postdescribed above) pushes latches 106 a-d or other latching or lockingmechanism back into vehicle 100 so that vehicle 100 now has housing 102containing charged replacement battery 406 locked into the undercarriageand is ready for further driving. The exchange system may alsoincorporate onboard sensors of vehicle 100 (e.g., RFID, radar, optical,infrared, etc.) that determine when charged replacement battery 406 iswithin housing 102. When in position, vehicle 100 may power the returnof housing 102 into locked position (as shown in FIG. 2A). Vehicle 100may also include a hydraulic lift or other mechanism to lock chargedreplacement battery 406 into place within vehicle 100. During theexchange, protective cover 110 is also returned to its locked position.

Depleted battery 104 is then recharged using a recharging system for usein a future exchange. The recharging system may be part of the exchangesystem or it may be separate from the exchange system. The rechargingsystem may be portable in a similar manner as the exchange systemitself. The recharging system may be automated or manual and maysimultaneously charge multiple batteries. Repository 404 may house therecharging system. Depleted battery 104 may also be passed throughrepository 404 into a separate recharging system connected to repository404. Once tested and/or recharged, depleted battery 104 is returned tothe exchange system for future use (and once charged, effectivelybecomes charged replacement battery 406). The return to the exchangesystem may be automated such that charged batteries are automaticallyplaced in line for future use within the exchange. For example, if thesystem has multiple charged batteries, the system may utilize aconveyor-beh, ramp, shuttle or the like that automatically placescharged replacement battery 406 on or next to mount 408 within exchangesystem 400. A user may also place a charged battery on or next to mount408. Such a scenario is particularly useful in a portable situationdescribed above.

FIG. 6 depicts an overhead view of guidance post entry channel 600 ofexchange and/or alignment plate 402 of an illustrative embodiment of theinvention. If exchange and/or alignment plate 402 is off center relativeto approaching vehicle 100, guidance post entry channel 600 movesexchange and/or alignment plate 402 to align it with approaching vehicle100. In this manner, the system allows for driver-error in the vehicleapproach. The tracks described above may allow for similar driver-error.

Although the invention has been described in terms of certainillustrative embodiments, other embodiments that are apparent to one ofordinary skill in the art in view of the disclosure are also within thescope of the invention. Accordingly, the scope of the invention isintended to be limited only by reference to the claims.

1. A battery exchange system comprising: an electric vehicle comprising:a first battery within a battery house located on an underside of thevehicle comprising a first and second contact rail extending a length ofthe first battery, the first and second contact rails of the firstbattery fitted to engage first and second contacts of the vehicle; aself-contained propelling mechanism within said vehicle and a powersource electrically connected to said propelling mechanism, said powersource capable of powering the propelling mechanism to move the vehicleforward as the first battery is exchanged with a second battery; and anexchange plate comprising: the second battery comprising a first andsecond contact rail extending a length of the second battery, the firstand second contact rails of the second battery fitted to engage thefirst and second front and rear contacts, the second battery located onthe exchange plate and the second battery to be exchanged with the firstbattery; a mount on the exchange plate keeping the second battery inplace over the exchange plate as the vehicle moves forward; and at leastone post connected to the exchange plate, the post fitted to disengageone or more latches of the battery house as the vehicle moves over thepost such that the first battery becomes located on the exchange plateand positioned horizontally next to the second battery and reengage theone or more latches of the battery house once the second battery is inplace within the battery house.
 2. A system according to claim 1,wherein the exchange plate further comprises an alignment plate thataligns the vehicle with the exchange plate.
 3. A system according toclaim 1, wherein the system further comprises a battery repositoryconnected underneath the exchange plate capable of receiving the firstbattery removed from the electric vehicle.
 4. A system according toclaim 1, wherein the system further comprises a battery rechargingstation that charges the first battery independent of the electricvehicle.
 5. A system according to claim 1, wherein the system furthercomprises a sensing identification system.
 6. A system according toclaim 5, wherein the sensing identification system is selected from thegroup consisting of a radio frequency identification system, a radarsystem, an infrared system, and an optical identification system.
 7. Asystem according to claim 1, wherein one or more of the contact railsare adapted to receive at least one contact of the electric vehicle. 8.A system according to claim 1, wherein the system further comprises oneor more tracks to align one or more wheels of the electric vehicle withthe exchange plate.
 9. A system according to claim 8, wherein the one ormore tracks comprise a conveyor to move the electric vehicle through thesystem.
 10. A system according to claim 1, wherein the exchange plate isadapted to receive the electric vehicle propelling itself as the firstand second batteries are exchanged.
 11. A system according to claim 1,wherein the power source is a capacitor.
 12. A system according to claim1, wherein the power source is a third battery.